Stevedoring apparatus



May 7, 1935. F. H. WEEKS STEVEDORING APPARATUS L Filed Sept. 24, 1931 2Sheets- Sheet l R O T N E V May 7, 1935. WEEKS 2,000,054

STEVEDORING APPARATUS Filed Sept. 24, 1931 2 Sheefis-Sheet 2 INVENTOR BYQ ATTORNEY Patented May 7, 1935 UNITED STATES PATENT OFFICE 3 Claims.

This invention relates to the art of stevedoring vessels, particularlyocean freight carriers. With such vessels the cargo transported(excluding deck cargo) is stowed in the hold during transit and is bothloaded and unloaded through the deck hatches. Practically all suchvessels carry what is known as the ships gear for stevedoring the cargo,comprising a mast adjacent the hatch, a boom connected to the mast nearthe base and extending therefrom over the hatch, together with thenecessary engine and drum for operating cargo lifting means carried bythe boom. This equipment is rather slow and awkward in use and thecapacity per individual lift is not ordinarily high. In practice twobooms are ordinarly employed, one extend; ing over the hatch, and oneextending over the dock or receiving vessel, and the draft is graduallyshifted from one boom to the other; This is an improvement over thefirst procedure, but the sequence of steps involved renders the methodrelatively slow and a period of days is required to unload a ship. Everyavoidable delay is objectionable owing to the great amount of capitalrepresented by the ship which is inert during the unloading period. Inharbors where the quantity of shipping renders it feasible, theunloading of such carriers is frequently accomplished by means of abarge supportedcrane which is moored alongside the ocean carrier. Thecrane rotates as an entirety upon the barge, whereby the boom whichprojects adjacent the top of the crane can be brought either, over thehatch of the freight carrier, or over the hatch or deck of the receivingvessel. Cranes of this type can be swung more rapidly than the shipsgear and usually havelgreater capacity per individual draft, but havethe disadvantage that only part of the total number of hatches may beunloaded at a time owing to the space occupied by the barge support.Inasmuch, moreover, as the barge support occupies an intermediateposition between the ocean freighter and the receiving vessel, thedistance through which each draft of cargo must be moved is relativelygreater than when using the ships gear.

I have devised a new method of unloading ships, pursuant to which allhatches may be simultaneously unloaded with relatively greater speed andefficiency than is obtainable by either of the methods described. Inaccordance with my invention, I utilize cranes of such a type that oneor more may be simultaneously applied to each hatch. Each cargo draft ismoved through the minimum possible distance, and the receiving vesselmay be moored directly alongside the ocean freighter.- Inasmuch as themethod is broadly new and not heretofore contemplated, it has beennecessary for me to devise the instrumentality for this purpose. Ingeneral, the apparatuswhich I have devised for this purpose comprises astraight line unloader, viz, a rectilinear cargo beam carrying a trolleywhich moves longitudinally with respect to'the beam, together with meanssupporting one end of the beam for distributing the transmitted loaddirectly on to the deck on one side of the ship between the hatch andthe outside rail, and together with driving means, drums, etc. carriedby the supporting meansythus constituting the entire apparatus, a selfcontained entity which may be lifted on to a steamship and immediatelyplaced in operation. The other end of the cargo beam, viz, the 'endadjacent the other side of the ship, may rest directly upon; thecontiguous hatch coaming, but preferably suitable means is provided fordistributing the transmitted load directly on to the'other side of theship on the deck between the hatch and the outside rail. The span of thecargo beam between supports must be such that the device may be appliedwithout alteration to the vast majority of ocean freighters, and theweight and proportions of the device must be such that it can be placedin position either by the ships gear or by the use of a barge supportedcrane. Ordinarily, I prefer to supply the steamship to be unloaded witha sumcient number of these cranes to service every hatch. The cranesmay, for example, be brought to the ship by means of a lighter. Thesecranes are then placed in their respective positions, viz, one or morecranes applied to each hatch, whereupon the lighter is withdrawn and thereceiving'vessel is placed alongside of the oceanfreighter. If thefreighter is moored alongside of a clock, the crane may be picked updirectly from the dock by the use of the ships gear and placed inoperative position. It then becomes immediately possible to unload eachhatch simultaneously and each crane is individually capable of a muchgreater unloading rate than could be obtained either from a unit of theships. gear or a barge supported crane. I am aware that straight lineunloaders have been heretofore constructed as permanent and practicallyintegral parts of the equipment of a particular, ship. Such unloaderswere, however, constructed exclusively to service a particular ship.They were not of such form and proportions as to permit of theirapplication to ships in general or in fact to any ship excepting theparticular one referred to, and were not in any way adapted to serve thepurpose which I have disclosed. The subject matter of this applicationin part corresponds to that of prior application Serial No. 87,254,filed February 10, 1926. The broad features of the apparatus which Ihave devised, together with the more specific features by means of whichit has been particularly adapted to the service disclosed, will beapparent from the following description read in conjunction with thedrawings, in which,

Fig. 1 is a side View of an embodiment of my invention.

Fig. 2 is a section through the construction shown in Fig. 1, on thebroken .plane indicated by II.

Fig. 3 is a detailed side view of partofthe construction shown in Fig.1.

Fig. 4 is an end view of the construction shown inFig.3. ,7,

Fig. 5 is a perspective view of a part of the construction shown in Fig.l.

Fig. 6 is a perspective View of a part ofthe construction shown in Fig.1.

Fig. '7 is a side View with parts in section of part of the constructionshown in Fig. 1.

Fig. 8 is a perspective view of another part of therollers 3 which rideonlower flange 4 of the beam I. The device as an entirety is adapted tobe rested on the deck-0f a ship with the cargo beam I straddling thehatch. In Fig. 1, the deck has been indicated in outline.

The one side, for example, the port side of the hatch coaming maybe'designated by the numeral Land the corresponding side of the deckbetween the hatch coaming andthe outside rail of the ship may bedesignated by the numeral E2. The other'or starboardside of the hatchcoaming may be designated by the numeral l3, and the corresponding sideof the deck between the hatch coaming and the outside rail 14- of theship may be-designated by the numeral l5. For reasons which will behereinafter more fully pointed out, the cargo beam l is preferablyoblique when the device is in working position. In this case the lowerend 20 of the beam may be rested directly on the upper surface it of thehatch coaming [0 but is preferably supported by some appropriate meansfor distributing the transmitted weight of the device directly on .tothe deck of a ship. I'his may consist of support l9, comprisingstringers 2! and 22 secured to the plate 23 (Fig. 4) of U section.It'will be noted that the plate 23 (Fig. 4) carries the rollers and 3!which are connected :to theplate by means of.

the pins .32 and 33. When the device is in use, the upper flange 34 ofthe cargo beam I rests directly on -.the rollers Y39 and 3|. Inconsequence of this construction, the support 59 is not rigidly joinedto beam land is enabled to adjust itself to the thwartship slope orcrown of the ships deck. The support l9'is held in positionby means ofthe removable pin whichabuts against the .end .20 of the beam l, whichpin is passed through aligned aperface.

tures in plate 23. The transmitted weight of the other end of the cargobeam l is distributed over the ships deck by means of the framework 68.This is a rigid stifiiy braced upstanding framework of considerablecross-sectional area In the View shown in Fig. 1, it comprises theupstanding corner posts 4|, M 42 and 42 rigidly braced andinterconnected by means of beams such as 43, M and 45. These are rivetedor similarly connected to the corner posts. The lower surface of theframework 20, as will be noted from Fig. 6, is formed by the stringers5|, 52, and 53', which define a roughly plane and substantiallyhorizontal lower sur- In any event, the stringers 5i! and 52' whichextend longitudinally of the ship should be at least 6 feet in length sothat the trans 'mitted load will invariably rest on at least two of thedeck beams such as 25 underlying the framework. It is frequentlynecessary to shift the device longitudinally for adjustment with respectto the hatch, and in all such cases it is advisable that the transmittedstress be carried by at least two of the underlying deck beams.Preferably, the lower surface of the framework 46 is of considerablecross-sectional area, and in addition to being at least 6 feet in lengthis at least 4 feet in width so that the framework is capable of standingsecurely alone when placed on the deck of a ship, notb withstanding thecrown or camber of the ships deck and notwithstanding the listing whichfrequently occurs. The necessary mechanism for Operating the liftingapparatus consists of the motor (Fig. 1), reduction gear 5| (Fig. 2),and the drums 52 and 53 actuated from the reduction gear El throughspur-gear 56 and controlled by means of the handles 54 and 54 The motor60 continuously turns gear 58 through the reduction gear 5|, and thespurgear 56 is continuously in mesh with a gear at one end of .drum 53and with a gear at one end of drum 52. The drums ordinarily idle whilethe corresponding gears turn but either or both drums may be caused toturn by manipulating handles 52 and 53 which control clutches placingthe respective drums in operative engagement with the respective gears.

Such mechanism is usual equipment for hoisting drums and is nottherefore set forth in within certain limits: I .find, however, that Ican service the great majority of all such freighters by the use of acrane in which the span or reach of the beam measured from the foot ofthe tower so is at least it feet, in case the lower end of the beam isto be rested directly on the hatch coaming ID, or alternatively, in casethe lower end of the beam is to be rested directly on the de 1 surface,the span or reach of the beam measured between the nearest points of thesupport !9 and the framework 49 is at least l6 feet; and for this reasonthe device should be at least capable of substantially this degree ofspan. Inasmuch, moreover, as the device must ordinarily be lifted onshipboard by means of the ships gearor barge supported crane, its grossweight must be kept relatively low. In case the apparatus is to beplaced in position on board of ship by means of a barge supported crane,the gross weight of the apparatus should not exceed l0 tons. In

case the apparatus is to be placed. in position either by means of abarge supported crane or by means of the ships gear, the gross weightshould not exceed 5 tons. Inasmuch, moreover, as there are frequentlyobstructions above the ships deck, as for example masts, booms, bracing,rigging, aerial wires, etc.; it is highly advisable that the apparatusis susceptible of being placed in position by a barge. crane, the boomof which does not extend to the middle of the freighter. In thepreferred embodiment of my device, it is only necessary for the boom ofthe barge crane to reach over the side of the freighter for a distanceof a few feet, thereby avoiding contact with any obstructionssurmounting the ships deck. This result is due to the fact that in mypreferred construction the center of gravity of the device is well overto one side and adjacent the upstanding framework. The entire device maybe lifted by a hook or sling connected to the framework or adjacentthereto. With, the oblique beam illustrated in'Fig. 1, it will be notedthat the support I9 at the end 36,01 the beam I is relatively low and oflesser weight than the framework 4-5. In addition, the driving means,drums, etc. in the base of the frame 49 tend to bring the center ofgravity adjacent the framework, and the chute 18 further tends to placethe center of gravity of the device at or adjacent to the framework it.With the form of device illustrated in Fig. 1, moreover, in which thebeam I is not rigidly connected to the framework, but is freelysuspended therefrom, it is of further specific advantage that the beamcan be itself substantially balanced with respect to the point SI ofattachment to the framework 39. end of the beam I which end is remotefrom end 3t extends beyond the point 6| of attachment to the frame 413.The trolley 2 and the bucket 63, suspended therefrom may be drawn upadjacent the end ill! by operation of the drums 52 and 53, therebyassisting to balance the beam I with respect to the point BI. The bucketshown is of the single line type in which the elevation and opening ofthe bucket are effected by means of a single cable. It will of course beunderstood that a two line bucket may be employed if desired in whichevent a third drum will be required in the base of the framework it tomanipulate the extra line. The trolley 2 also carries a hook-eye 64which may be connected to the hook 55 carried by the support It by meansof a link or short cable. By connecting the trolley and support Ittogether, and removing the pin 35, the trolley, bucket and support maybe together drawn up and suspended from the section 62 of the beam l,thereby placing the entire beam in substantial balance with respect tothe point 6L As a consequence of this, as the crane is being placed inposition, the end 36 of the beam i requires no especial support and maybe easily guided into position athwart the hatch by a man standing onthe deck portion I2. Owing to the general arrangement of parts,moreover, the beam I may be easily inserted under the rigging orobstructions surmounting the hatch. The beam 5 is carried by the shoeIll (Fig. 5) composed of the sections ll and T2, defining the slots l3and M, respectively, which grasp the flange 3d of the beam I. The shoe"It! is held firmly in engagement with the flange 34 by means of bolts"I5 and I5, threaded It will be noted that the construction,

through the aligned apertures TI, Il I8 and 73 respectively. Byloosening the bolts, the beam may be adjusted longitudinally withrespect to the shoe It, and in this manner the device is made adjustableso that it will, without alteration, fit the occasional ship equippedwith exceptionally wide hatches. It will be noted (Fig. 2) that thecables HI} and H3 from the drums 53 and 52, respectively, pass over thepulleys III and lit and thence through the pulleys H2 and I it. CableIE3 passes from pulley H5 to the pulley lit adjacent the end of thebeam, returns thence to the trolley 2. The cable H23 passes from thepulley II2 to a pulley positioned similar to the pulley IIB but on theopposite side of the beam I, and returns thence to the pulleys HI, III?and M8 by means of which the bucket H9 is manipulated. Inasmuch as thepulleys II 2 and H5 are carried by the portions II and I2 of the shoeit, it will be noted that these pulleys are not affected by movement ofthe beam I longitudinally with respect to the shoe T0 for the purpose ofaltering the reach of the beam. The shoe it which carries the beam I,etc. is in turn suspended from a bolt 38, threaded through the alignedapertures BI and 81 The bolt 852 is carried by the eye 82 (Fig. '7 and8) which preferably loosely engages the bolt so that the vertical angleof the beam with respect to the framework it is not fixed/and the devicetherefore adapts itself automatically to decks with differing degrees ofcrown. The eye 82 is connected with the eye 83 by means of a swivel 82aThe eye 83 is in turn suspended from the clevis 34. The clevis 84 isdetachably carried by the bar 85 connected by the bolt 99 to thecross-bar 92. Inasmuch as the eye 82 is rotatable through swivel 82*with respect to eye 83, the end 35 of the beam I may be moved through awide angle with respect to the frame it. In the operation of the device,therefore, it is not frequently necessary to move the framework it withrespect to the hatch, but the end 36 of the beam I may be moved througha horizontal angle without movement of the framework 49, therebypermitting thedevice to service the major part of the space beneath anyparticular hatch. Moreover, by running the trolley 2 and support 18 upto the section 52 of the beam I, the beam is brought substantially inbalance so that it can be swung through a horizontal angle by a singleoperator if desired. Owing to the rigorous limitation as regards weighthereinbefore noted, it is not possible to build the beam I with anextremely high factor of safety. In meeting the weight limitation afactor of from 2 to 3 is about all that can ordinarily be provided. Itis necessary, therefore, to avoid subjecting beam I to side stresses. Inpicking up cargo in various parts of the hold, the stress is not alwaysor even usually Vertically beneath thebeam I, but is ordinarily appliedfrom one side; and with the ordinary type of beam would apply a twistingstress which would exceed the factor of safety of the beam. With my formof however, the beam can turn through a dihedral angle traverse toclevis 84 and can face the load regardless of the point from which it isapplied. This is possible due to the mode of attachment of eye 83 to theclevis 8t and is further rendered possible by the fact that the rollers39 and 3! do not actually engage the web I of the beam I (Fig.

4) so that considerable angular movement of the beam l 'is' possible. Aconnection such as described in this paragraph, whereby the beam may bemoved through a vertical angle with respect to the framework to adaptthe device to decks with differing degrees of crown, and whereby thebeam may be -moved through a horizontal angle with respect to theframework, thereby permitting the device to service the major part ofthe space beneath the hatch without changing the position of theframework, may be hereinafter referred to as a universal connection. Inoperation with a grab bucket and bulk cargo the bucket dumps into hopper46 which communicates with chute 46 The chute may discharge directlyinto a lighter or barge positioned alongside the freighter, or for shipto shore unloading may discharge on to a belt conveyor or the like.

The foregoing specific description is intended by way of illustrationand not of limitation. It is therefore my intention that the inventionbe limited only by the appended claims or their equivalents in which Ihave endeavored to claim broadly all inherent novelty.

I claim:

1. A crane for stevedoring vessels of a size and weight adapted to beremovably applied to the deck of the usual freight carrying vesselWithout alteration of said deck, said crane being of a self-containedoperating unit adapted to' be immediately operated when so applied, saidcrane including a rigid stiffly braced selfsustaining and upstandingtower, terminating in a substantially horizontal .plane lower surface,said tower being of a size adapted to be rested directly on the deck ofthe usual cargo carrying vessel in the space between the hatch coamingand the adjacent side of the ship and being of a weight adapted to becarried by the deck of the Iusual cargo carrying vessel between thehatch coaming and the adjacent side of the ship, said crane comprisingin addition a cargo beam suspended from said tower adapted to extendtherefrom transversely across the hatch of the usual cargo carryingvessel and to be supported by the side of said vessel remote from thesaid tower, a trolley carried by and movable longitudinally along saidbeam, driving means connected to and carried by said tower, drumsoperatively connected to said driving means, said driving means, drumsand said trolley being 0peratively connected to lift cargo out of thehold of the ship and to move same longitudinally along the said beam.

2. A crane according to claim 1, in which the length of the said beam isadjustable with respect to the said tower.

3. A crane according to claim 1, in which the cargo beam is suspendedfrom said tower by a universal connection.

FRANCIS H. WEEKS.

